WO2008144901A1 - Architecture de puissance et circuits de freinage pour véhicule à moteur à courant continu - Google Patents

Architecture de puissance et circuits de freinage pour véhicule à moteur à courant continu Download PDF

Info

Publication number
WO2008144901A1
WO2008144901A1 PCT/CA2008/000999 CA2008000999W WO2008144901A1 WO 2008144901 A1 WO2008144901 A1 WO 2008144901A1 CA 2008000999 W CA2008000999 W CA 2008000999W WO 2008144901 A1 WO2008144901 A1 WO 2008144901A1
Authority
WO
WIPO (PCT)
Prior art keywords
traction motor
pair
transistor
motor circuit
transistors
Prior art date
Application number
PCT/CA2008/000999
Other languages
English (en)
Inventor
Alain St-Jacques
Andrew C. Tarnow
Frank Wegner Donelly
Original Assignee
Railpower Technologies Corp.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Railpower Technologies Corp. filed Critical Railpower Technologies Corp.
Priority to EP08757136A priority Critical patent/EP2150432A1/fr
Publication of WO2008144901A1 publication Critical patent/WO2008144901A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/18—Reluctance machines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates generally to a method for configuring traction and dynamic braking circuits for a combination of several Series DC motors supplied by a DC bus, as can be found on locomotives, which are operable at low speeds and are adaptable to regenerative braking.
  • Electrically propelled vehicles benefit from the advantage of being able to operate their traction motors in generator mode in order to produce braking energy that can be either dissipated in heat through a resistive load or recuperated in an electrical storage medium such as batteries. In both cases, there is a clear benefit in reduced maintenance of the otherwise standard mechanical friction brakes.
  • a locomotive may be operated primarily at low speed (speeds less than about 15 mph) with multiple stop and starts.
  • the braking system is worked hard and is a high maintenance system on the locomotive. Further, if the brake system locks up, it can cause wheel skid which can result in flat spots developing on the skidding wheels. Flat spots are a further costly high maintenance operation usually requiring wheel replacement.
  • the inventions and their various embodiments and configurations disclosed herein are directed generally to a dynamic braking method for an electrical DC motors propelled vehicle which minimizes the tendency for wheel skid and can be used preferentially to pneumatic or mechanical braking systems.
  • the inventions disclosed herein may be used on a conventional diesel-electric vehicle; a multi- engine diesel-electric vehicle; or a hybrid vehicle comprised of one or more engines and an energy storage system.
  • the energy produced during braking can be utilized or discarded. If utilized, it can be stored in an energy storage system such as for example a battery pack or a capacitor bank or it can be used to power the electrical braking control and auxiliary power systems on the vehicle.
  • a dissipative resistive grid If discarded, it can be routed to a dissipative resistive grid or can be dissipated by routing it through generator such as, for example, an induction alternator, a synchronous alternator or the like, to do work against the prime engine (engine braking).
  • generator such as, for example, an induction alternator, a synchronous alternator or the like, to do work against the prime engine (engine braking).
  • All inventions presented relate to methods of controlling a pair of series DC motors. Any number of such DC motors may be grouped in pairs so that the same approach may be used effectively on any even multiple of motors supplied by one or more DC busses.
  • a dynamic braking circuit that can be operated with stability over both high and low speed regimes.
  • This circuit has the advantage of using fewer components than previous circuits.
  • the armature and field currents tend to oppose each other across the main braking switch hence reducing electromechanical stresses when in high current regime.
  • a method of braking a vehicle comprising a pair of traction motor circuits for moving the vehicle and generating electrical energy when the vehicle is decelerating, wherein each traction motor circuit comprises a field winding and an armature winding, the field and armature windings being connected in series, each armature winding having an input terminal and an output terminal, wherein each traction motor circuit comprises a switchable contact reverser operable to switch electrical current in opposite directions of flow through the armature and field windings of a selected one of the pair of traction motor circuits, a power source to provide electrical energy to each said traction motor circuit, a direct current (DC) bus interconnecting each said traction motor circuit and said power source, and first and second pairs of first and second transistors, each of the first and second transistors comprising an input and an output, wherein the first pair of first and second transistors is connected in parallel with the second pair of first and second transistors to the DC bus, wherein in each of the first and
  • a dynamic braking circuit is disclosed to implement a "soft" extended braking function with the capability of providing a smoother braking action at high braking effort at little extra cost resulting from the replacement of a contactor by a reverser.
  • the main advantages of this preferred embodiment are that the current generated by the armatures during braking can be controlled independently from the excitation of the field windings at low speeds and that it enables simultaneous self supply, regeneration and dynamic braking.
  • the motoring mode is operated in a manner similar to previous approaches where field and armature of each motor are connected in series and independently controlled by an electronic high-speed switch. However, in braking mode, one of the two high speed switches is reconfigured to control the field current of both motors.
  • the armature windings are now connected in series as a high voltage source to feed the resistor grid, provide power to the field control circuit (self-supply) and/or regenerate power to a DC bus connected energy reserve.
  • the second switch is commutated to maintain the armature current and, hence, the braking torque, often called effort.
  • Another advantage of this second invention lies in its capability of using the dynamic braking grid to load test the energy generation sources of the system connected to the DC bus. This capability is known in locomotive applications as "self-load” and frequently used to test diesel-electric sources before going on the road.
  • each traction motor circuit comprises a field winding and an armature winding, the field and armature windings being connected in series, each armature winding having an input terminal and an output terminal
  • each traction motor circuit comprises a switchable contact reverser operable to switch electrical current in opposite directions of flow through the armature and field windings of a selected one of the pair of traction motor circuits
  • a third switchable contact reverser is provided to selectively connect in series each field winding to its corresponding armature winding within each traction motor circuit or connect in series the field winding of the first traction motor circuit to the field winding of the second traction motor circuit and the armature winding of the first traction motor circuit to the armature winding of the second traction motor circuit, a power source to provide electrical energy to
  • a traction motor control circuit adapted for motoring and braking a vehicle, the vehicle comprising the components as described in the previous paragraph.
  • This embodiment is a preferred embodiment for both dynamic and regenerative braking on either multi engine locomotives, hybrid locomotives (including those with one or multiple prime movers).
  • This embodiment is also applicable to any vehicles propelled by series-wound DC motors and equipped with a main DC bus. Examples of such vehicles include, for example, trucks, gantry cranes and marine craft.
  • Variants of this second embodiment are presented as alternatives enabling common braking resistance sharing amongst several pairs of traction motor circuits.
  • a dynamic braking circuit is disclosed that can control motor torque, even at zero speed, thus enabling fast traction reversal.
  • the various embodiments of the present invention have the advantage of substantially reducing locomotive downtime and maintenance which are significant problems, for example, in yard switching operations.
  • multiple locomotives have been used in yard switching operations involving long trains to minimize wheel skid occurrences and pneumatic brake maintenance when the only the locomotives' independent braking systems are used.
  • This is a wasteful practice since the multiple locomotives can generate far more power, produce more emissions and consume far more fuel than required.
  • the dynamic braking methods of the present invention are used, the mechanical brakes of the vehicle need only be used in heavy braking or emergency braking situations. This practice will substantially eliminate occurrences of wheel skid most typically associated with pneumatic brake systems.
  • locomotive brake maintenance problems can be minimized while using only one locomotive with concomitant savings in fuel costs and reduction of emissions.
  • the methods of dynamic braking disclosed herein can be blended with a locomotive's independent brake system for example in switch yard work where speeds often are low and there are frequent starts and stops.
  • the method of dynamic braking can also be blended with a train's automatic brake system for example in road switchers and/or passenger trains where speeds are often high.
  • a locomotive is generally a self-propelled railroad prime mover which is powered either by a steam engine, diesel engine or externally such as from an overhead electrical catenary or an electrical third rail.
  • a traction motor is a motor used primarily for propulsion such as commonly used in a locomotive. Examples are an AC induction motor, a DC (series, parallel or compound wounded) motor, a permanent magnet motor and a switched reluctance motor.
  • An engine refers to any device that uses energy to develop mechanical power, such as motion in some other machine. Examples are diesel engines, gas turbine engines, microturbines, Stirling engines and spark ignition engines.
  • a prime power source refers to any device that uses energy to develop mechanical or electrical power, such as motion in some other machine. Examples are diesel engines, gas turbine engines, microturbines, Stirling engines, spark ignition engines or fuel cells.
  • An energy storage system refers to any apparatus that accepts, stores and distributes mechanical or electrical energy which is produced from another energy source such as a prime energy source, a regenerative braking system, a third rail and a catenary and any external source of electrical energy. Examples are a battery pack, a bank of capacitors, a compressed air storage system and/or a bank of flywheels.
  • Dynamic braking is implemented when the electric propulsion motors are switched to generator mode during braking to augment the braking force.
  • the electrical energy generated is typically dissipated in a resistance grid system.
  • Regenerative braking is the same as dynamic braking except the electrical energy generated is recaptured and stored in an energy storage system for future use.
  • An electrical energy converter refers to an apparatus that converts mechanical energy to electrical energy. Examples include an alternator, an alternator-rectifier and a generator.
  • a contactor refers to a single pole electro-mechanical commutator generally capable of operating under load current.
  • a reverser refers to a double pole, double throw electro-mechanical commutator operating only at no load current and commonly used with two crossing contacts to reverse the current direction in a part of a circuit.
  • a power control apparatus refers to an electrical apparatus that regulates, modulates or modifies AC or DC electrical power. Examples are an inverter, a chopper circuit, a boost circuit, a buck circuit or a buck/boost circuit.
  • a transistor is an electronic controlled device mainly used in the context of this patent as a power switching device capable of sequentially chopping a voltage waveform at a very fast rate.
  • Typical examples of such a component are an IGBT, Insulated Gate Bipolar Transistor, or a MOSFET, Metal Oxide Semiconductor Field Effect Transistor.
  • Locomotive speed is the speed of the locomotive along the tracks and is typically expressed in miles per hour (MPH) or kilometers per hour.
  • Traction mode is the same as motoring mode where the vehicle is accelerating or maintaining speed.
  • Braking mode is where the vehicle is decelerating under application of at least one braking system.
  • each of the expressions “at least one of A, B and C”, “at least one of A, B, or C”, “one or more of A, B, and C", “one or more of A 1 B, or C" and "A, B, and/or C" means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together.
  • Figure 1 is a schematic view of the major components of a vehicle using the current invention.
  • Figure 2 is a schematic illustration of basic circuit for normal DC traction control from a DC bus
  • Figures 3a to 3c are schematic views circuit of a circuit according to an embodiment of the present invention showing circuit elements configured for normal motoring (a) and for dynamic braking (b,c).
  • Figure 4 is a graph of braking effort versus locomotive speed of the circuit shown in Figures 3b and 3c.
  • Figure 5 is a schematic view of a circuit according to another preferred embodiment of the present invention which is an improved circuit for series DC motor pairs.
  • Figures 6a and 6b are schematic views illustrating how the circuit of Figure 5 operates in traction mode.
  • Figures 7a and 7b are schematic views illustrating how the circuits of Figure 5 operate in braking mode, in high-speed and low-speed extended modes.
  • Figure 8 is a graph of braking effort versus locomotive speed for standard and soft extended braking circuits for dynamic or regenerative braking.
  • Figure 9 is a schematic view illustrating how the circuit of Figure 5 may be used for self-loading the DC-bus in order to test the prime power sources, such as diesel-electric generators, battery packs, etc.
  • prime power sources such as diesel-electric generators, battery packs, etc.
  • Figure 10 is a schematic view illustrating the circuit of figure 5 with several pairs of motors.
  • Figure 11 is a schematic view illustrating a variant of the circuit of figure 5 showing shared braking resistor elements.
  • Figure 12 is a schematic view illustrating a variant of the circuit of figure 5 by which the soft extended dynamic braking circuit is transformed into the circuit as described in US Patent application entitled “Dynamic Braking Circuit for a Hybrid Locomotive” filed April 19, 2007 to Donnelly et al. This circuit enables fast traction motor reversal at almost constant torque.
  • the braking system substantially reduces the likelihood of wheel skid and the flat spots that can develop during skid
  • the braking system can be blended with the vehicle's mechanical friction brake in a way that is transparent to the operator
  • the DC bus system to which the present inventions refer is schematically, but not extensively, represented in Figure 1.
  • the DC bus 106 has positive and negative poles between which may be connected several sources of energy, consuming loads and energy storage devices as illustrated by arrows.
  • Batteries 103, capacitor banks 104 and flywheel energy systems are such energy storage devices that also act as dampers by consuming or generating energy to oppose to any voltage variation. Batteries perform well at low power high energy while capacitors are more efficient for high power low energy transfers.
  • Typical sources of energy may be DC supplies, gensets 101 and rectifiers 102, fuel cells and any other source of electrical DC voltage.
  • Typical loads may be mostly resistive such as heaters or inductive such as motors.
  • Motors and motor drives 105 usually consume power but may also produce electrical energy when motors are operated as generators such as in braking conditions.
  • an energy efficient system is one that maximizes the recovery of braking energy into reusable consumable energy. For example, on a container lifting crane, there is theoretically as much energy recoverable in lowering a container as was necessary to previously lift the same container, given same initial and final height. Hence, an ideally efficient crane would, in average, require no prime energy source.
  • Another characteristic of the scope of the inventions concerned herein is the use of pairs of series wounded DC motors as traction and braking motors. Those motors are used in many industrial applications such as container cranes or locomotives.
  • FIG. 2 illustrates the two most common chopper configurations used to drive DC motors from a DC bus with minimal parts count.
  • the chopper 201 controls the propulsion of the motor 203.
  • This motor connected to the negative side of the DC bus through contactor 211 consists in a field winding (indicated by FF and F terminals) and an armature winding (indicated by AA and A terminals) as commonly identified in the locomotive industry.
  • the reverser 205 is used to define the direction of rotation of the motor by inverting the current flow in the field winding. Current from the DC bus is increased in the motor windings by the upper-side transistor of the chopper 201.
  • the transistor opens and the current 213 (dashed) then "freewheels" between field winding to armature winding, negative bus and the parasitic diode of the lower-side transistor of chopper 201.
  • This later process consumes no energy from the DC bus.
  • the lower-side transistor of chopper 201 is never required to operate and could be replaced by a diode.
  • the left side of the Figure 2 presents a similar operating scheme by which the second motor 204 is controlled by the chopper 202 but connected to the positive side of the DC bus through contactor 212.
  • the circuit presented is for 2 motors. It may be reproduced for any number of similar pairs connected to the same DC bus. It is noted that exact similar behavior is obtained with both motors connected to either the positive or the negative side of the bus.
  • the schematic illustrates the most common and essential switches required but others may be added for isolation, security or other reasons without affecting the basic operating principle.
  • the first invention presents a circuit topology by which only few components are added to the previous circuit in order to implement electrical dynamic braking. Only braking resistors 315, configuring selectors 316 and a single power switch 314 per pair of motors are required. By inspection, it can be seen that with switches 314-316 open and 311-312 close, the circuit behaves as in figure 2 whereby chopper 301 is used, mainly through its upper- side transistor, to control the motor 303 propulsion current while chopper 302 is used, mainly through its lower-side transistor, to control the motor 304 current.
  • the motor current is left uncontrolled until reduced to zero. Then, contactors 311-312 open, selector 316 connects some or the entire dynamic braking resistors 315 and contactor 314 close.
  • the final circuit consists in 2 independent circuits, represented in figure 3b and 3c, connected together in only one point, the contactor 314. With the lower-side transistor of the chopper 302 being permanently closed, the field current 317 of both motors in series is controlled by the upper-side transistor and the lower-side diode of chopper 301. With the motors previously in rotation, armature voltages are then developed in series, generating current 318 in the selected braking resistors 315.
  • the contactor 314 is the only component carrying the current of both circuits, it is possible to prevent overcurrent by inverting the armature current direction with respect to the field current. If we assume that the motors of figure 3a rotate in the same direction as drawn, then, in braking mode, by changing reversers 305 and 306 as in figure 3b, the 2 armature voltages of figure 3c add together in series and create a current 318 in the opposite direction as the field current 317 also crossing the contactor 314.
  • the main advantage of this invention is the addition of stable dynamic braking functionality at minimal additional costs.
  • it is not possible to regenerate on the DC bus, the armature circuits not being connected to this DC bus.
  • the same circuit can be developed with both motors initially connected through contactors 311 and 312 to the positive or negative side of the DC bus 300.
  • the figure 4 illustrates the basic braking performance of the circuit illustrated in figure 3b.
  • the braking effort 401 is limited by the maximum power rating of the braking resistor. In this speed range, to get a constant power in the braking resistor, hence a constant armature voltage, the field current has to increase while the speed reduces.
  • the field current reaches the maximum circuit and/or motor capability. Below that maximum braking effort point, the field current is kept constant at its maximum set point. However, since the speed reduces with braking effort, the armature voltage decreases accordingly with the result of a constantly decaying torque and effort 403. Values shown are typical of a 6-axle locomotive using three pairs of motors. However, different results may be practically obtained, depending on the motor type, resistive grid power and chosen circuit limitations. As indicated with curve 404, an extended low speed braking curve may be obtained by changing the braking resistor values through a combination of expensive extra contactors to increase the braking effort in several steps.
  • a method of braking a vehicle comprising the components as shown in Figure 3a.
  • the vehicle includes a pair of traction motor circuits 303, 304 for moving the vehicle and generating electrical energy when the vehicle is decelerating.
  • Each traction motor circuit 303, 304 comprises a field winding and an armature winding, the field and armature windings being connected in series.
  • Each armature winding has an input terminal and an output terminal.
  • Each traction motor circuit has a switchable contact reverser 305, 306 operable to switch electrical current in opposite directions of flow through the armature and field windings of a selected one of the pair of traction motor circuits.
  • a power source is used to provide electrical energy to each traction motor circuit.
  • the vehicle also includes a direct current (DC) bus 300 interconnecting each traction motor circuit and the power source.
  • the vehicle also comprises first and second pairs 301 , 302 of first and second transistors, each of said first and second transistors comprising an input and an output.
  • the first pair 301 of first and second transistors is connected in parallel with the second pair 302 of first and second transistors to the DC bus 300.
  • the output of the first transistor is connected to the input of the second transistor.
  • the first of the pair of traction motor circuits 303 is connected, through a first contactor 311 , in parallel with the first transistor of the first transistor pair 301.
  • the second of the pair of traction motor circuits 304 is connected, through a second contactor 312, in parallel with the second transistor of the second transistor pair 302.
  • the input terminal of the armature winding of the first of the pair of traction motor circuits is connected through a third contactor 314 to the output terminal of the armature winding of the second of the pair of traction motor circuits.
  • the output terminal of the armature winding of the first of the pair of traction motor circuits is connected to the input terminal of the armature winding of the second of said pair of traction motor circuits through a first connection comprising a power switch 316 and a first braking resistor 315 connected in series.
  • the first connection is connected between a second connection connecting the output terminal of the armature winding of the first of the pair of traction motor circuits 303 to the first contactor 311 and a third connection connecting the input terminal of the armature winding of the second of the pair of traction motor circuits 304 to the second contactor 312.
  • the first and second contactors 311 ,312 are closed, and the power switch 316 and third contactor 314 are open.
  • the method comprises the steps of: a) releasing motor current until reduced to substantially zero; b) opening the first and second contactors; and c) closing the power switch and the third contactor.
  • two choppers and three power contactors are used to control electrical traction power from a DC bus to two series DC traction motors and dynamic braking from the same two series DC motors to a braking resistor grid.
  • the circuit of Figure 5 is a preferred embodiment configuration for a regenerative and/or dynamic braking circuit. As shown in the figure, only the required components of the circuit are illustrated which consist mainly in 2 choppers (501 , 502), a braking resistor grid 515, braking resistor selectors 516 and three reversers (505, 506 & 508) per pair of motors. However, it is possible to add any number of extra contactors or switches for isolation, protection and security without affecting the basic operation of the invention. As presented in Figure 5, the circuit is in normal motoring mode.
  • Figure 6 illustrates specifically the circuit in motoring mode where the current 611 in motor 603 series connected field and armature windings is controlled, as in previous circuits of Figures 1 and 2, by the chopper 601. Similarly, current 612 in motor 604 is controlled by chopper 602. Reverser switch 608 is configured so as to isolate the two motor circuits. For a portion of the motoring duty cycle as shown in Fig. 6a, power is provided to the traction motors from a DC bus 600 as shown by the current 611 and 612 when the upper-side transistor of chopper 601 and lower-side transistor of chopper 602 are conducting. For the other portion of the motoring duty cycle as shown in Fig.
  • field current 711 is now controlled by the lower-side transistor of chopper 701 and freewheels through the upper-side diode of the same chopper.
  • a current 713 start to flow from the motor armatures to the DC bus. Doing so enables the current 713 to provide power to all auxiliary circuits connected to the DC bus as well as the field current of the motors.
  • the current 713 may also be used as a regenerative source of power.
  • each traction motor circuit 503, 504 comprises a field winding and an armature winding, the field and armature windings being connected in series. Each armature winding has an input terminal and an output terminal.
  • Each traction motor circuit 503, 504 comprises a switchable contact reverser 505, 506 operable to switch electrical current in opposite directions of flow through the armature and field windings of a selected one of the pair of traction motor circuits.
  • a third switchable contact reverser 508 is provided to selectively connect in series each field winding to its corresponding armature winding within each said traction motor circuit or connect in series the field winding of the first traction motor circuit to the field winding of the second traction motor circuit and the armature winding of the first traction motor circuit to the armature winding of the second traction motor circuit.
  • the vehicle also comprises a power source to provide electrical energy to each traction motor circuit 503, 504.
  • a direct current (DC) bus 500 interconnects each traction motor circuit and the power source.
  • the vehicle also includes first and second pairs 501 , 502 of first and second transistors, each of the first and second transistors comprising an input and an output.
  • the first pair 501 of first and second transistors is connected in parallel with the second pair 502 of first and second transistors to the DC bus 500.
  • the output of the first transistor is connected to the input of the second transistor.
  • a first of the pair of traction motor circuits 503 is connected in parallel with the first transistor of the first transistor pair 501.
  • a second of the pair of traction motor circuits 504 is connected in parallel with the second transistor of the second transistor pair 502.
  • a braking resistor grid is connected in parallel with the first transistor of the second transistor pair 502, the braking resistor grid comprising a switch 516 and a resistor 515 connected in series.
  • the third switchable contact reverser 508 is configured to connect in series each field winding to its corresponding armature winding within each said traction motor circuit and the braking resistor grid switch 516 is open.
  • the method of braking comprises the steps of: a) releasing motor current until reduced to substantially zero; b) switching the third switchable contact reverser 508 to connect in series the field winding of the first traction motor circuit to the field winding of the second traction motor circuit and the armature winding of the first traction motor circuit to the armature winding of the second traction motor circuit; and c) closing the braking resistor grid switch 516.
  • one circuit such as illustrated in Figure 7a may first be used to provide power to the DC bus without any braking resistors connected while the second circuit is controlled to provide the required braking effort to the resistive grid.
  • the first circuit is then controlled for the required braking effort increase until it also reaches the bus voltage corresponding to the maximum vehicle braking effort.
  • the transistor When the transistor opens, the accumulated energy in the motor armature inductances is fed via current 713 to the braking resistors and the DC bus 700. As the speed reduces, the portion of time the transistor conducts increase up to a point where there is not enough energy remaining in the armature except for burning braking effort in the motor armature resistances themselves with the lower-side transistor of chopper 702 permanently closed. For a standard locomotive with DC motors, this point of operation lies in the 1 MPH range, when it is almost completely stopped. From that point down to zero speed the motor gradually lose its braking capacity. Since there is still no braking effort possible at zero motor speed, the increase in low-speed braking capacity does not involve any added risks of wheel locking due to braking effort.
  • Figure 8 compares the different braking characteristics of the previous invention (similar to standard DC motor locomotive braking characteristics) with the extended braking option 804 of a standard locomotive or invention 1 and the new proposed "soft" extended braking effort 805 of this last invention; characterized by the "flat" behavior of the low-speed braking capacity down to very low speed.
  • Self-load function similar to standard DC motor locomotive braking characteristics
  • FIG 9 Another very interesting aspect of this second invention circuit of figure 5 is shown in figure 9.
  • a resistive braking device such as the braking grid
  • self-load may be used at the construction of the vehicle, after maintenance, to test for required maintenance or for periodic inspection of the prime energy source characteristics.
  • the prime energy source provides power to the DC bus 900. All reversers 905, 906 and 908 in their "open" state insure that no current could ever flow in the traction motors during the test. Depending on the power level applied for the test, more or less of the resistor grid elements 910 are selected through switches 909. Then, by switching the upper-side transistor of chopper 902 and controlling its duty cycle, it is possible to load the prime power source in a continuously variable level up to the application of the full braking resistor grid. This last operating mode of the second invention uses the upper-side transistor of the chopper 902 for the first time.
  • Figure 10 illustrates the use of the circuits of either the first or the second invention for equipment with multiple DC traction motors.
  • the DC bus 1000 is connected in this example to three pairs of traction motors and drives 1001 , 1002 and 1003.
  • the circuits 1004, 1005 and 1006 may be either the configurations of fig 3a (first invention) or 5 (second invention).
  • Figure 11 shows a variant of the second invention where the brake resistive power is shared by two drive circuits 1101 and 1102 for two pairs (4 totals) of motors. More pairs can also be added with the same performance.
  • the amount of braking power is controlled by a combination of elements as explained in more details with figure 7.
  • Those elements include selectors 1104, the motor's field current controlled by the lower side transistor of choppers 1106 and 1108 and the motor's armature current, controlled by the lower-side transistors of choppers 1107 and 1109 in low speed mode.
  • the main difference with circuit of figure 7 is that the braking resistors 1103 are simultaneously supplied by both drive circuits through diodes 1105.
  • the circuit of the second invention shown in Figure 5 enables traction, dynamic braking and regenerative braking with a minimum of components. However, to achieve all those mode of operation, it is necessary to change the power switches positions. Because of the relatively long operating times of some power switches and the desire to minimize current switching for durability of contacts, changing modes require safety delays that are cumbersome.
  • the circuit of figure 5 has the benefit of maintaining braking torque down to very low speed but not to 0, a characteristic appropriate to prevent wheel skid. It then requires mechanical switch operation to go from brake to traction modes. In some operating conditions requiring frequent direction reversal with and without load, as can be found in rail yard locomotive operations, it would be desired to reverse direction rapidly while controlling the torque.
  • Figure 12 shows a variant of the second invention with the addition of a modified fourth reverser 1217 which has one side connection bar instead of the previous common cross bars of the other reversers.
  • a set of power switches typically a modified reverser
  • Braking may be dynamic in resistors or regenerative to the DC bus.
  • the Figure 12 shows the two current polarities with bold and dashed arrows.
  • a typical forward-reverse-forward cycle is explained as follows. First, from stop position, the forward traction current (first quadrant, positive armature voltage and positive current) is controlled by the combination of chopper 1201 upper-side transistor and chopper 1202 lower-side transistor. To enable braking, direction reversers 1205 and 1206 are switched in opposite polarity and the current is controlled as indicated by the dashed arrows with chopper 1202 upper- side transistor and chopper 1201 lower-side transistor (second quadrant, positive armature voltage and negative current).
  • the armature voltages progressively collapse to 0 at zero speed and then start to increase again in reverse polarity (third quadrant, negative armature voltage and negative current) representing the reverse traction mode.
  • the reversers 1205 and 1206 are brought back in the position shown and the same transistors used for initial forward traction are activated to create a current flowing as per the bold line until armature voltages collapse again (fourth quadrant, negative armature voltage and positive current) until 0 speed, stop.
  • the main advantage of this circuit is the capability of maintaining constant torque (armature and field current) through speed reduction and subsequent increase in reverse direction thus enabling rapid direction reversal with or without load.
  • the braking modes with the reverser 1217 in this position should be limited in speed to insure that the sum of the two armature voltages is less than the DC bus 1200 voltage.
  • this circuit should be limited to below 10 to 12 MPH, convenient for most yard operation requirements.
  • the present invention in various embodiments, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, sub-combinations, and subsets thereof. Those of skill in the art will understand how to make and use the present invention after understanding the present disclosure.
  • the present invention in various embodiments, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments hereof, including in the absence of such items as may have been used in previous devices or processes, for example for improving performance, achieving ease and ⁇ or reducing cost of implementation.
  • the foregoing discussion of the invention has been presented for purposes of illustration and description. The foregoing is not intended to limit the invention to the form or forms disclosed herein.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un circuit de freinage dynamique qui peut fonctionner avec stabilité à la fois sur les régimes de vitesse faible et élevée. Ce circuit présente l'avantage d'utiliser moins de composants que les circuits précédents. De plus, en mode de freinage, les courants d'induit et d'excitation ont tendance à s'opposer l'un à l'autre à travers l'interrupteur de freinage principal, réduisant ainsi les contraintes électromécaniques en cas de régime de courant élevé. Une seconde invention concerne un circuit de freinage dynamique destiné à mettre en œuvre une fonction de freinage étendue 'souple' permettant de fournir une action de freinage plus régulière en cas d'effort de freinage important, à moindres frais supplémentaires, grâce au remplacement d'un contacteur par un inverseur. Les avantages principaux de ce mode de réalisation préféré consistent en ce que le courant généré par les induits pendant le freinage peut être contrôlé indépendamment de l'excitation des enroulements d'excitation à faibles vitesses et en ce qu'il permet simultanément un freinage dynamique, à auto-alimentation et à régénération.
PCT/CA2008/000999 2007-05-25 2008-05-26 Architecture de puissance et circuits de freinage pour véhicule à moteur à courant continu WO2008144901A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP08757136A EP2150432A1 (fr) 2007-05-25 2008-05-26 Architecture de puissance et circuits de freinage pour véhicule à moteur à courant continu

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US94037007P 2007-05-25 2007-05-25
US60/940,370 2007-05-25

Publications (1)

Publication Number Publication Date
WO2008144901A1 true WO2008144901A1 (fr) 2008-12-04

Family

ID=40071779

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CA2008/000999 WO2008144901A1 (fr) 2007-05-25 2008-05-26 Architecture de puissance et circuits de freinage pour véhicule à moteur à courant continu

Country Status (3)

Country Link
US (1) US20080290825A1 (fr)
EP (1) EP2150432A1 (fr)
WO (1) WO2008144901A1 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5260090B2 (ja) * 2008-03-10 2013-08-14 株式会社日立産機システム 電力変換装置
US8215437B2 (en) * 2008-03-17 2012-07-10 Icr Turbine Engine Corporation Regenerative braking for gas turbine systems
JP2009242088A (ja) * 2008-03-31 2009-10-22 Mitsui Eng & Shipbuild Co Ltd クレーン装置
US9415781B2 (en) 2008-12-23 2016-08-16 Progress Rail Services Corporation Dual engine locomotive
US10099560B2 (en) * 2011-01-26 2018-10-16 Toyota Motor Engineering & Manufacturing North America, Inc. System and method for maintaining the speed of a vehicle
US10137908B2 (en) * 2011-06-13 2018-11-27 General Electric Company Vehicle traction control system and method
DE102011118488A1 (de) * 2011-11-11 2013-05-16 Maschinenfabrik Reinhausen Gmbh Motorantrieb für Stufenschalter
US8823293B2 (en) * 2011-12-19 2014-09-02 Progress Rail Services Corp Traction motor drive system for a locomotive
US8820248B2 (en) * 2011-12-19 2014-09-02 Progress Rail Services Corp Continuously variable dynamic brake for a locomotive
US9296300B2 (en) * 2012-04-13 2016-03-29 General Electric Company Method and system for powering a vehicle
JP6220778B2 (ja) * 2014-03-20 2017-10-25 株式会社Tbk 自己チャージ型電磁式リターダ
CN106740139B (zh) * 2016-12-21 2023-05-02 湘电重型装备有限公司 一种大型自卸车电制动控制装置
RU2716149C1 (ru) * 2019-05-14 2020-03-06 Федеральное государственное бюджетное образовательное учреждение высшего образования Иркутский государственный университет путей сообщения (ФГБОУ ВО ИрГУПС) Способ торможения двигателя постоянного тока
US20230184632A1 (en) * 2020-04-23 2023-06-15 Siemens Mobility GmbH Arrangement and method for carrying out a self-load test on a rail vehicle
US11999241B2 (en) 2021-10-04 2024-06-04 Progress Rail Services Corporation Hybrid system to overhaul a DC locomotive

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6027181A (en) * 1998-05-22 2000-02-22 New York Air Brake Corporation Locomotive brake control with holding and/or blending
WO2006020587A2 (fr) * 2004-08-09 2006-02-23 Railpower Technologies Corp. Procedes de freinage regenerateur pour locomotive hybride
WO2007037972A2 (fr) * 2005-09-23 2007-04-05 Afs Trinity Power Corporation Procede et appareil d'alimentation de dispositifs electoniques et de commande d'une propulsion hybride enfichable comprenant un dispositif de stockage rapide d'energie

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7379797B2 (en) * 2001-01-31 2008-05-27 Oshkosh Truck Corporation System and method for braking in an electric vehicle
CA2576856C (fr) * 2004-08-09 2014-02-04 Railpower Technologies Corp. Architecture du groupe motopropulseur d'une locomotive

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6027181A (en) * 1998-05-22 2000-02-22 New York Air Brake Corporation Locomotive brake control with holding and/or blending
WO2006020587A2 (fr) * 2004-08-09 2006-02-23 Railpower Technologies Corp. Procedes de freinage regenerateur pour locomotive hybride
WO2007037972A2 (fr) * 2005-09-23 2007-04-05 Afs Trinity Power Corporation Procede et appareil d'alimentation de dispositifs electoniques et de commande d'une propulsion hybride enfichable comprenant un dispositif de stockage rapide d'energie

Also Published As

Publication number Publication date
US20080290825A1 (en) 2008-11-27
EP2150432A1 (fr) 2010-02-10

Similar Documents

Publication Publication Date Title
US20080290825A1 (en) Power architecture and braking circuits for dc motor-propelled vehicle
US8237384B2 (en) Dynamic braking circuit for a hybrid locomotive
AU2005267432B2 (en) Energy storage system and method for hybrid propulsion
Yoong et al. Studies of regenerative braking in electric vehicle
US6331365B1 (en) Traction motor drive system
EP1986313B1 (fr) Convertisseur de courant continu direct étant disposé à l'entrée d'un onduleur variant la fréquence et la tension pour un moteur à induction
US7940016B2 (en) Regenerative braking methods for a hybrid locomotive
EP2769868B1 (fr) Système électrique hybride
JP5014518B2 (ja) 電気車の推進制御装置、および鉄道車両システム
CA2528812A1 (fr) Systeme et methode permettant la commande de puissance d'un systeme de stockage d'energie
JPS5836598B2 (ja) カイセイセイドウカイロ
JP4977772B2 (ja) 駆動制御装置及び電気車
JP2023513273A (ja) エネルギー管理システムを含む電気牽引を有する車両及びこの種の電気牽引を有する車両においてエネルギーを管理する方法
Fletcher Regenerative equipment for railway rolling stock
CA2591696C (fr) Methode et dispositif pour configuration de batteries hybride applicable a un systeme d'alimentation de moteur electrique ou hybride
US11999241B2 (en) Hybrid system to overhaul a DC locomotive
Bhatt et al. Design and Fabrication of Regenerative Braking in EV
Mohamed Using Separately Excited DC Motor in Railway Vehicles Systems
Liudvinavičius et al. New technical solutions of using rolling stock electrodynamical braking

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 08757136

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2008757136

Country of ref document: EP

NENP Non-entry into the national phase

Ref country code: DE